Air-brake system.



No. 852,108. PATENTBD APR. so, 1907.

D. M. DALEY. AIR BRAKE SYSTEM.

APPLICATION FILED MAYZS, 1906.

. (Wamel JGaley,

DANIEL M. DALEY, OF VEST SENECA, NEW YORK.

AIFF-BRAKE SYSTEM.

Specification of Letters Patent.

Patented April 30, 1907.

Application filed May 29,1906. Serial NO- 319,369.

T0 all whom, it may concern:

Be it known that I, DANIEL M. DALEY, a citizen of the United States, residing at West Seneca, in the county olf Erie and State of New York, have invented certain new and useful Improvements in Air-Brake Systems, of which the following is a speciiication.

My invention relates to improvements in air-brake systems and more particularly to improvements in train-pipes in air-brake systems.

The principal object of my invention is the provision ol' means to prevent the braking of a train of cars in the event of a leak in the 'flexible connection of the air-pipes between ears.

VOther objects are the production of a device vfor such purpose which is automatic, simple in construction, and ell'ective in action, to provide an auxiliary connection Vlor the air-pipes between the cars; to provide means for cutting-out the main-line of the pipe between cars and opening up the auxiliary line so as to communicate with the main-line at adjacent ends of two cars; and to otherwise improve on air-brake systems now in use.

This invention consists in providing the air-pipes with auxiliary connections between cars g in the automatic means for controlling the passage of f air between cars, either through the :main-connections or the auxiliary connections; and in the construction, arrangement, and combination of parts to be hereinafter described and particularly pointed out in the appended claims.

In the drawings,-Figure l is a bottom plan view'oi a car equipped with my invention, showing portions of the flexible airpipe connections of adjacent cars. Fig. 2 is a side elevation of the controlling device, on actuation of which the air is caused to be passed through the flexible auxiliary pipe. Fig. 3 is a transverse section taken on hne w-w, Fig. 2. Fig. Ll is a vertical longitudinal section taken on line Fig. 3. Fig. 5 is a horizontal section through the piston cylinder, taken on line .rj-y, Fig. Fig. is a horizontal section through the airpipe and its auxiliary or branch pipe, taken on line z-e, Fig. 2.

Reference being had to the drawings in detail, like numerals of reference refer to like parts in the several figures. l

The numeral 1 designates a car equipped with an auxiliary-reservoir 2, such as are usually employed in braking systems, and 3 is the air-pipe'. Although part ol the braking system only, is illustrated, all the essential parts of the ordinary form of automatic air-brake apparatus are to be used in the system. These, however, are common and well known to those skilled in the art and need not herein be illustrated or referred to, except to state that they are used in the usual manner, and that my invention requires no changes in the system; the iinprovements being applied to the air-pipe at the ends of the car.

In air-brake systems considerable di'Hiculty has been experienced by reason of the air escaping at the llexible connections of the pipe, due to a leak sprung in said connections, or a faulty coupling, which oftentimes sets the brakes against the car-wheels and causes the train to stop. Such action takes place unbeknown to the engineer ol the train, who does not therefore reduce the speed of the locomotive until alter the brakes are set, and in consequence of which the locomotive is subjected to unnecessary strain and various braking parts subjected to unnecessary wear.

Inconveniences, and occasionally accidents,v

are brought on in this manner, as time is required to repair the leak, or replace the coupling. It is the purpose of my invention to overcome these di'lliculties, which I accomplish by attaching to the air-pipe 3, a controllingdevice 4 comprising a pipe section 5 forming part ol" the pipe or main-line 3, and having a branch or auxiliary air-passage 6; and a piston-cylinder 7 connected with the main air passage 8 ol the pipe-section by air passages 9 and l0. At the ends of each car, the main passage and the auxiliary passages are connected by ilexible pipes l1 and couplings l2 of common construction, so that the main line is connected directly throughout the length of the train, and indirectly by the auxiliary pipes. In the main air passage 8 between the air passages 9 and 10 and where the auxiliary passage 6 connects the main passage is a valve 13, so constructed that the .main passage is normally open throughout its length, but which on being revolved will close the main passage at points between cars and ooen the auxiliary pipes.

Reciprocal within the cylinder 7 is a piston 14 provided with a transverse groove l5 into which iits a wrist-pin or stud 16 projecting eccentrically Vfrom a disk 17 secured to the stem 1S of valve 13; said stem extends through a IOO IIO

sleeve 19 which connects thel main air-passage with cylinder 7. The latter is provided with an annular internal stop 20 against which the piston is normally held by the action of a spiral-spring 21 interposed between that end of the cylinder nearer the end of the car and the piston. At the opposite end, the piston is provided with a pistonrod 22 suitably guided and provided with opposite arms 23 on which are revolubly mounted rollers 24. Closing the air-passage 9 which connects the main passage with the cylinder is a valve 25 designed to open upwardly into the cylinder. This valve is suitably guided by means of a stem 26, and when the piston is moved outward or toward the end of the car, the lower roller 24 is caused to ride onto the valve and hold the same closed. As each car is equipped with my improved device at each end, a leak between any two cars causes the actuation of both devices at adjacent ends of two adjoining cars.

Normally the parts are as shown in the drawings. The air in the main-line enters the cylinder. through passages 9 and 10, the valve in passage 9 being open until the pressure in the cylinder is equal to that in the main-line, whereupon the valve closes. Although the air-pressure against opposite ends of the piston is equal, a slight additional pressure is exerted against the outer end ofthe piston by the spring 21, so that the piston is held against stop 20 in the cylinder. Now, if the air escapes at points between the cars, by reason of the flexible connecti ons of the main-line leaking or the coupling thereof being faulty, the pressure in the main-line is reduced thereby, as Well as in the outer end of the cylinder, from which the air escapes through passage 10 the air in the inner end of the cylinder being confined by the valve 25, is maintained at the same pressure and consequently acts against the piston to force the same outward, whereu on the valve 13 in the main-line is revolve to cut-out that portion of the main-line between the controlling devices at the adjacent ends of the cars, and open the auxiliary pipe between the valves of said devices. The airressure in the main-line is thereupon immediately raised to its original pressure, and by reason of the passage 10 being cut out of service, the piston cannot return to its normal position, in consequence of which the auxillary ipe is kept in service, until the defective flexible pipe or coupling is replaced with a new one. When the auxiliary pipe between any two cars is placed into service reduction in the air-pressure may be made as before to slow down or stop the train, without actuating any of the parts of my invention.

It is to be understood that changes in the form, construction, and arrangement of parts may be resorted to without departing from the scope of my invention or sacrificing any of the advantages thereof and as I do not wish to limit myself to any particulars of construction, I desire that the subjoinedy claims be given the broadest interpretation permissible by the prior art.

/Vhat I claim is,-

1. In an air-brake system, the combination of the main air-pipe, an auxiliary pipe connected with the main air-pipe and normally closed against air-pressure, and means to `direct the air through the auxiliary airpipe and cut-out the main air-pipe between the connections of the auxiliary ipethereto.

2. In an air-brake system, tllie combination of the main air-pipe, an auxiliary pipe connected at opposite ends to said main airpipe and normally closed against air-pressure, and valves at the points of connections of the auxiliary air-pipe to the main air-pipe to open the auxiliary air-pipe and close the main air-pipe between the connections there'- to of the auxiliary air-pipe.

3. In an air-brake system, the combination of the main air-pipe, an auxiliary airpipe connected at opposite ends to said main air-pipe and normally closed against airpressure, valves at the points of connections of the auxiliary air-pi pe to the main air-pipe to open the auxiliary air-pipe and close the main air-pipe between the connections of the auxiliary air-pipe thereto, and means for automatically controlling said valves.

4. Inan air-brake system, the combination vof the main air-pipe, an auxiliary airpipe connected at opposite ends to said main air-pipe, valves at the points of connections of the auxiliary air-pipe to the main air-pipe to open the auxiliary air-pipe and close the IOO main air-pipe between the connections of the auxiliary air-pipe thereto, and air-controlled means for actuating said valves.

5. Inv an air-brake system, the combination of a main air-pipe including exible connections between the cars, auxiliary airpipes including flexible connections and each having connection with the main air-pipe at adjacent ends of two adjoining cars, said auxiliary air pipes being normally closed against air-pressure and means for directing air through the auxiliary airipe when the air escapes into the open air om the main air-pipe between the connections thereto of any auxiliary pipe.

6. In an air-brake system, the combination of a main air-pipe including flexible connections between the cars and having a cylinder connected therewith underneath each car, an auxiliary air-pipe including a flexible connection between adjoining cars and having connection with the main air-pipe underneath two adjoining cars, valves at the points of connections of the auxiliary air-pipe with the main air-pipe, and an air-controlled pis- IOS IIO

ton in each of the cylinders having connection with said valves to actuate the same.

7. In an air-brake system, the combination of the main air-pipe having flexible connections between the cars, an auxiliary airpipe between adj oining cars having connection with the Inain air-pipe underneath adjoining cars and including a flexible connection between the cars, valves in the main airpipe at the points of connection of the auxiliary air-pipe to-the main air-pipe, a cylinder underneath each of two adjoining cars having air-passages at or near opposite ends connecting the same with the main air-pipe, a piston in each of the cylinders between the air-passages thereof, and operative connections between said pistons and the valves in the main air-pipe.

8. In an air-brake system, the combination of the main air-pipe having flexible connections between the cars, an auxiliary airpipe between adjoining cars having connection with the main air-pipe underneath adjoining cars and including a flexible connection between the cars, valves in the main airpipe at the points of connection of the auxiliary air-pipe to the main air-pipe, a cylinder underneath each of two adjoining cars having air-passages at or near opposite ends connecting the saine with the main air-pipe, a valve in one of said passages arranged to prevent the escape ol" air from the cylinder when the pressure in the main air-pipe is reduced, a piston in each of the cylinders between the air-passages thereof, and operative connections between said pistons and the valves in the Inain air-pipe.

9. In an air-brake system7 the combination of the main air-pipe having flexible connections between the cars, an auxiliary airpipe between adjoining cars having` connection with the niain air-pipe underneath adjoining cars and including a flexible connection between the cars, valves in the main airpipe at the points of connection of the auxiliary air-pipe to the main air-pipe, a cylinder underneath each of two adjoining cars having air-passages at or near opposite ends connecting the same with the main air-pipe, a valve in one of said passages arranged to pre- Vent the escape of air from the cylinder when the pressure in the rnain air-pipe is reduced7 a piston in each of the cylinders between the air-passages thereof, a spiral-spring serving to maintain the piston in normal position, and operative connection between said pistons and the valves in the niain air-pipe.

10. In an air-brake system, the combination of the main air-pipe having flexible connections between the cars7 an auxiliary airpipe between adjoining cars having connection with the main air-pipe underneath adjoining cars and including a flexible connec` tion between the cars, valves in the main airpipe at the points of connection of the auxiliary air-pipe to the main air-pipe, a cylinder underneath each of two adjoining cars having air-passages at or near opposite ends connecting the same with the main air-pipe, a valve closing the passage at the inner end of each cylinder and opening inward into the cylinders, a piston in each of the cylinders between the passages thereof having a piston-rod and rollers mounted on the rod, one of said rollers being adapted to ride onto said last mentioned valve to held the valve closed when the piston is moved toward the outer end ol the cylinder, and operative connections between said pistons and the valves in the main air-pipe.

1l. In an air-brake system, the combination ol the main air-pipe having :flexible connections between the cars, an auxiliary airpipe between adjoining cars having connection with the main air-pipe underneath adjoining cars and including a flexible connection between the cars, valves in the main airpipe at the points of connection ol the auxiliary air-pipe to the main air-pipe, a cylinder underneath each of two adjoining cars having air-passages at or near opposite ends connecting the same with the main air-pipe, a valve closing the passage at the inner end of each cylinder and opening inward into the cylinders, a piston in each of the cylinders between the passages thereof, means for holding said last mentionedi valve closed when the piston is moved toward the outer end of the cylinder, and operative connections between the pistons and the valves in the main air-pipe.

12. In an air-brake system, the combination ol' the main air-pipe having flexible connections between the cars, an auxiliary airpipe between adjoining cars having connection with the main air-pipe underneath adjoining c-ars and including a flexible connection between the cars, rotatable valves hav- 'ing stems and situated lin the main air-pipe at the points of connection of the auxiliary air-pipe thereto, a cylinder underneath each of two a .ljoining ears having air-passages at or near opposite ends connecting the saine with the main air-pipe and a sleeve connection through which the stem ol" the adjacent valve passes, a disl at the end of each valvestem having a stud arranged eccentrically thereon, and a piston in each of the cylinders between the air-passages thereof, said pistons having grooves into which the studs on the dislrs of the valve-stems fit.

In testimony whereof, I have afhxed my signature in the presence of two subscribing witnesses.

DANIEL M. DAIRY. I/Vitnesses:

KARL A. Tnnvn'r'r, EMiL Nieul-nim?.

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